Oak coupling



(No Model.) 2 SheetsSheet 1.

G. 0. & M. ROSS.

GAR COUPLING.

No. 340,956. Patented Apr. 27, 1886.

NY PETERS. Phm-Lnm n mr. \fla ihillglon. 0.1:.

2 Sheets-Sheet 2.

Patented Apr. 27, 1886.

5441) 01-1 may,

(No Model.)

G. 0. &. M. ROSS. GAR COUPLING UNrrnn STATES PATENT OFFICE.

GEORGE ORSQX ROSS AND MARTIANUS ROSS, OF OTTAWA, KANSAS.

CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 340,956, dated April 27, 1886 Application filed January 21. 1886. Serial No. 169,330.

. To aZZ whom it may concern.-

Be it known that we, GEORGE ORsoN Ross and MARTIANUS Ross, citizens of the United States, residing at Ottawa, in the county of Franklin and State of Kansas, have invented a new and useful Improvement in Car-Couplings, ofwhich the followingis a specification, reference being had to the accompanying drawlugs.

Our invention relates to an improvement in car-couplings; and it consists in the peculiar and novel construction, combination, and arrangement of the various parts, substantially as hereinafter fully set forth, and specificall pointed out in the claims.

The primary object of our invention is to combine with a draw-head of the common wellknown construction at present in use an improved, durable, and strong coupling, which shall be automatic and thoroughly effective in operation, and which can be easily and quickly operated for uncoupling from the side or top ofthe car-body, and without requiring the attendant to pass between the cars.

A further object of our invention is to provide means whereby the coupling devices of one car can be adjusted to the plane of the coupling devices of the adjacent car, so that all the draft shall be in astraight liue,and thus insure a straight v draft, which reduces the strain and wear on the parts to a minimum, and all of the cars of a train can be provided with such adjusting means, so that the draft through the entire train shall be in astraight line, whereby a standard and uniform adj ustment of the coupling devices is attained.

A further object of our invention is to so arrange, locate, and dispose the parts that should the cars come together with such great force as to break or dislocate the draw-head, as is sometimes the case, said parts will pass or enter beneath the bodies of the meeting cars and be free from liability to damage or breakage.

A further object of our invention is to provide means whereby the strain upon the timbers or beams of the cars shall be reduced to a minimum, to protect and conceal the devices by the body of the car, so that they are hid from view and from the action of the elements, and to provide means which shall be simple, strong, and durable in construc- (No model.)

tion, and which can be manufactured and applied to the ordinary carat a minimum cost.

In the accompanying drawings, Figure 1 is a side elevation of two cars, the bodies of which are at different heights from the track, and provided with our improved automatic coupling devices, and means for adjusting the said coupling devices of the higher car to the plane ofthe coupling devices of the lower car. Fig. 2 is abottom plan view of the car shown to the right in Fig. 1. Fig. 3is a front elevation of Fig. 2. Fig. 4 is a longitudinal vertical sectional view on the line at x of Fig. 2. Fig. 5 is a detail sectional view of the coupling-hook on the line 2 z of Fig. 2. Figs. 6 and 7 are detail sectional views ofa modification.

In theaccoinpanying drawings, in which like letters of reference denote like parts in the several figures, A B designate the bodies of the cars, which are provided with the ordinary draw-head, O, and our improved coupling and uncoupling devices; butin view of the fact that the coupling devices of each car are of substantially the same construction and 0perate in the same manner,we will describe the construction and operation of only one of the coupling devices of one car.

Each car has the longitudinal bedbeams a, to the two middle ones of which are bolted the beams c of the draw-heads O. This drawhead is of the ordinary well-known form, and is arranged to project above the plane of the lower edge of the car body and the beam thereof, and the draw-head has a draw-bar, G, which is arranged between the beams c, and free to move longitudinally therein when it is struck by the draw-head. or bumper of the approaching car. The rear end of the drawbar 0 passes through and slides in an opening in a supporting block or beam, a, secured to and between the beams c, said draw-bar being further provided with a transverse pin, 0*, to limit the outward movement or play thereof, and with a cushion-spring coiled around the same and bearing against the supporting-block c and a shoulder formed on the front end of the draw-bar; but as these features of construction arein common use they form no part of our invention. In lieu of this construction or any form of draw-head, a bumper of any ordinar well-known form may be employed.

If our invention is to be applied to can bodies which are of the standard low height from the track, we secure directly to the longitudinal brams 0 two st raps,that serve as sup: ports for the cross bar or bars that carry the coupling devices, which will be hereinafter described; but if the improved coupling is to be applied to a ear-body which is of a greater height or elevation than this standard height, a block, S, is arranged below the beams 0, and the draw-head or bumper and the block are bolted to the beams c, said block being of a thickness or depth to bring the cross bar or bars that support the coupling devices on the plane of the coupling devices of the car with which it is to be connected. 7 7

It will be understood that the adjusting and supporting block S is only employed when cars of different heights are to be coupled, and that when the two cars that are to be coupled are of equal heights the block or blocks are omitted.

D D designate two longitudinal plates or straps of metal, the rear ends of which are bolted to the beams c as at (Z, and said straps are extended to the front ends of the adjusting'block S or the said beams c, and they are bent to provide loops or sockets d, for the reception of transverse plates or bars E. The free extended ends of said metallic plate or straps are lapped and bolted upon themselves, as shown in Fig. 4 of the drawings, and the transverse plates of bars E are bolted to the said straps within the sockets there if. These plates E are two in number, and they are made flat and bolted together for strength and durability. The ends of these bars or plates are extended beyond the sockets d for a considerable distance, and the extreme outer and extended ends of these bars or plates are braced and strengthened by bars F. The rear ends of these bracebars are extended forward and inclined or bent laterally to one side, so that their front ends fit between the bars or plates E, and are bolted thereto by bolts and nntsf. One end ofthese bars or plates have bent portions g, which are bent or curved in opposite directions away from each other,to provide a socket, g, for the reception and the support of the rear end of the coupling-bar H. The front portion of this socket g in the plate is left open, while the rear thereof is closed by a cap, 9 which is provided with extended lugs or ears that bear on and are bolted to the walls of the said socket. The cap 9 has an opening through which the rear end of the coupling-bar H passes, and within the chamber of this socket this bar has a transverse pin, h, that limits and stops the rearward movement of the couplingbar. Exteriorly to the socket the couplingbar has a spring, H, coiled around the same, and this spring is confined on the coupling-bar by a pin, h, whereby when the draw-bar is coupled with a car and the train is in motion U any sudden jerks or jars on the drawbar will be taken up by the spring, which thus serves as a cushion to lessen the strain on the bars E and the car-body. In lieu of providing the draw-bar with the spring-cushion H, the rear end of said bar may be pivoted in the socket g, as shown in Figs. 6 and 7 of the drawings. In these figures both the front and rear ends of the sockets are left open and free and tlveperforated cap dispensed with, and the upper wall ofthe socket y is made sraight instead of curved; but it will be understood that we do not desire to confine ourselves to this particular construction of the latter described form of socket.

In Figs. 6 and 7 the rear end of the coupling-bar is pivoted in the socket g by a vertical headed pin, i, the lower end of which is held in place by a key of any suitable form.

The front extended end of the couplingbar 7 H has a hook, h which enters a shoe orguide, J, that couples the cars together.

The hook-shaped coupling-bar H is free to move vertically and laterally in the socket 9, audit gravitates downward and rests on the curved portion of the socket gin proper posi tion to enter the shoe or guide J. The rear end of the braces F are bent or curved, so as to be out of the way of the coupling-bar H when it enters the shoe, to prevent breakage to the bar or brace.

The coupling-bar H is arranged on one side of the plates or bars E, and the shoe or guide J is arranged and secured on the opposite end of these bars or plates.

The coupling-bar of one car, A, is arranged to enter the shoe of the adjacent or follow car, B, and the coupling-bar of the last-named car, B, enters the shoe of the first'nained car, A. By reason of the coupling-bars and shoes of the two coupled cars being located on opposite sides of the draw-heads of said cars, they engage or look together simultaneously and bring the strain and jar caused by the draft upon the cars with equal force upon the bars or plates E, and consequently the block S, or the block and beams c of the carbodies.

The shoes J are inclined downwardly and forwardly of the car-bodies to which they are attached,and ofthe draw-heads Cthereof, and each shoe is provided on its side edges with upwardly-extending and rearwardlysloping flanges j, that serve to guide the hooked end of the draw-barof an approaching car into the shoe provided therefor. The upper rear end of the inner side fiangesj is bolted to the front end of one of the beams c, and the outer side flange j of said shoe is bolted to a reduced flange of a right-angled plate, J, which is bolted to the extreme outer end of the plates or bars E, the rear end of the lower wall of the shoe extending between and bolted to the plates or bars E, as shown.

K designates a 1OClC-Sll21fll, which is journaled in boxes h, each of which comprises a flat metal plate with a circular or curved de pression, so as to leave horizontal ends,which are bolted to the lapped ends of the strap D. (See Figs. 2 and 4.) One end of this rockshaft has a downwardly and forwardly pro- ECO IIO

'Z", staples tr guides Z being secured to the carbody at an intermediate point of its height, to retain the rod in proper position and guide the samein its movements. The opposite end of the rock-shaft to which the arm Z is connected is provided with a short crank-arm, It, that is arranged to act on an uncoupling plate or bar, W. This plate or bar is arranged in rear of the shoe or guide J, and is pivoted at or near its rear end to one of the beams 0.

LII

ot' the draw-bar when it engages the shoe, and

the downward movement of said gravity uncoupling-plate is limited by the plate coming in contact with the crank arm of the rockshaft, on which the plate normally rests and is thereby supported. arranged below the plane of the car-bodyand the draw-head thereof, and the inclination of said shoe is such that it will readily pass be neath the body of an approaching car should the drawhead C of the ear to which the shoe is attached become broken or misplaced, as is sometimes the case. The coupling-bars of the approaching cars readily enter and are re tained in the shoes or guides, and should the draw-heads G be broken and the cars come to gether with great force the coupling bars are free to pass through and in rear of the plate or bars E without hinderance from the braces F or other parts of the coupling or cars. Thus it will be seen that by the peculiar construction and arrangement of the shoes the parts are prevented from becoming broken when the cars come or abut together with great force, and to this feature we attach importance.

The operation of our invention can be readily understood from the foregoing description, taken in connection with the annexed drawings.

Our improvement can be readily applied to a car without altering the arrangement of the parts thereof, and at a minimum of cost, the various straps, braces, transverse plates, or bars being formed from bar metal and having the bolt-holes drilled therein. The coupling is automatic and thoroughly effective in operation, and can be uncoupled by the brakeman standing beside or on top of the car, and Without requiring him to pass between the The shoe or guide J is cars, and the improvements are very simple, strong, and durable in construction.

Various changes in the form and proportion of parts and details of construction may be made without departing from the principle of our invention.

The shoe and the coupling-bar are supported and held in place independently of the drawhead or bumper, and in no wise connected thereto, whereby should the draw head or bumper become broken it will not affect the shoe or bar.

By withdrawing the bolts that secure the braces F and the straps D the entire apparatus or attachment for coupling the cars can be detached from the car-body without necessitating the disarrangement of the ordinary form of drawhead or bumper and pin-andlink coupling.

In order to attain a uniform standard among the cars that are owned and operated bya railroad company, we first take the average lowest carand apply thereto our coupling devices,and measure from the track up to the coupling devices to obtain the standard heightofthelatter. lVe then apply to each ofthehighest cars one of the blocks S of a sufficient thickness to bring the coupling devices of said highest ears on a plane parallel with, or substantially so, the couplings of the average lowest cars. By thus bringing the couplings of all the cars on the same plane or on substantially the same plane we secure a straight draft throughout the entire train, and the tendency of the couplinghooks playing or rattling in their connecting devices to the detriment thereof is avoided. The thicknessof the block S will depend on tirely on the height of the cars. On some cars a very thin block will be sufficient to bring the coupling devices of such ears on a plane with the standard height of the low cars, while on other cars a very thick block will be necessary. As these blocks are intended to be stationary and immovable, it should be understood that when once applied to the high cars the coupling devices are all brought on a plane with the standard low cars, so that all the cars owned by the company may be coupled each to one another without making any change in the parts.

\Ve are aware of patents numbered 122,070, 276,977, 313,378, and 181,947, and do not claim any ofthe devices therein shown. Our inven tion differs from these devices shown in the patents above referred to, from the fact that we employ a coupling-hook and shoe which are located beneath the plane of the car-body and the draw-head thereon, so that when the cars come together with such great force as to breaker disloeate the draw'heads the coupling devices will enter or pass beneath the adjacent car-body,and he thereby prevented from being injured or broken. Our invention further differs from the devices shown in said patents hereinbefore referred to, from the fact that we employ a carrying-block, S, which is of such depth as to bring the coupling devices carried thereby on the same plane of the coupling devices of the car to be connected therewith, and thus insure straight draft, and the coupling-hook and shoe are rigidly secured to the said block, and thus supported in place.

Having thus described our invention, we claim 1. In a car coupling, the combination, with a car-body, of a block secured thereto and carrying a coupling-hook and a shoe, the supports for which are rigidly secured on said block, said block being of suflicient thickness to bring the coupling devices carried thereby on the plane of the coupling devices ofthe car to be connected therewith, whereby'a uniform standard height is attained and the draft is brought in a straight line, substantially as described.

2. In a car-coupling, a ear-body having a draw-head or bumper, in combination with a coupling-hook or shoe located on a plane beneath said body and its draw-head or bumper, and in no wise connected to the latter, substantially as described.

3. In a car-coupling, a car-body, in combination with a block secured to the body and a shoe and coupliughook rigidly supported on the block and located on a plane beneath the car-body and its bumper or draw-head, and supported entirely independent of the latter substantially as described.

4. In a car-coupling, in combination with a car-body having a draw-head or bumper, the inclined shoe located on a plane beneath the draw-head and car and a pivoted couplingbar arranged in or below the plane of the shoe, said shoe and bar being rigidly supported entirely independent of the draw head or bumper, substantially as described.

5. In a cancoupling, the combination of the beams c, the straps secured thereto, a cross bar or bars secured to the straps, a couplingbar connected to one end of the cross-bar, and a shoe secured to the opposite end of said bar, substantially as described.

6. The combination of the beams c, straps bolted thereto, and having sockets at their forward ends, atransverse bar or bars secured inthe sockets of the straps, braces bolted to in the loops of the straps, one end of the plates having a socket, a coupling-bar bolted in the socket, and an inclined shoe secured to the free opposite end of the transverse bars, substantially as described.

8. The combination of the cross plates or bars E, having a socket, a perforated cap bolted thereto, a coupling bar extended through the cap of the socket, and pins for limiting the movement of the couplingbar, substantially as described.

9. The combination of the beams c, a transverse bar or bars secured thereto, a shoe secured to one end of the said bar, a pivoted plate or bar located in rear of the shoe, and a rock-shaft having a crank-arm to act on the pivoted plate, substantially as described.

10. The combination of the beams c, the straps D, bolted thereto, and having loops or sockets, a transverse bar or bars, E, a shoe, J, secured to one of the free ends of said bar, a coupling-bar, H, a pivoted uncoupling-plate, a rock-shaft having a crank-arm and an extended horizontal arm, and an operating-rod connected with the horizontal arm, substantially as described.

11. The combination, with the car-body, of the transverse bar or bars E, a shoe secured to one end of the bar and inclined forwardly and downwardly, and a pivoted coupling-bar, the transverse bar E and the coupling-bar and the shoe being located on a plane beneath the lower edges of the car-body, and supportedon the latter independently of the draw-head or bumper thereon, substantially as described.

In testimony that we claim the foregoing as our own we have hereto affixed our signatures in presence of two witnesses.

GEORGE ORSON ROSS. MARTIANUS ROSS. \Vitnesses:

WM. N. MOORE, H. J. ENNIS. 

